Railway.



No. 743.168. PATENTED NOV. s, 1903.

s. 1-1. JAGKMAN.

RAILWAY.

APPLIOATION FILED AUG. 3, 1903.

no MODEL. 2 SHEETS-SHEET 1.

IN VE N 70/? eyazerdl/aafmalz W/TNESSES.

. BY W ATTORNEYS.

No. 743,168. PATENTED NOV. 3, 1903.

S. E. JAGKMAN.

RAILWAY.

' APPLIGATION FILED AUG. 3. 1903. no MODEL. 2 sums-snsnr 2.

WITNESSES: IN VE N TOR .JMZ/vmw. Mew%%d4 H M M E w A rromve rs JHE Noam: PEYER$ o0. murauwon mswucfow. u. c.

UNrrnD STARS Batented November 3, 1903 PATET RAILWAY.

SPECIFICATION forming part of Letters Patent No. 743,168, dated November 3, 1903- Application filed August 3, 1903. Serial No. 168,015. (No model.)

To all whom it may concern.-

Be it known that I, STEPHEN E. J AOKMAN, a citizen of the United States, and a resident of the city of New York, (Coney Island, borough of Brooklyn,) in the county of Kings and State of New York, have invented a new and Improved Railway, of which the following is a full, clear, and exact description.

The invention relates to railways such as are used for amusement in pleasure resorts, exhibitions, and the like; and its object is to provide a new and improved switch or inclined railway, arranged to take up comparatively little space, but atfording a long and very interesting ride.

The invention consists of novel features and parts and combinations of the same, as will be more fully described hereinafter and then pointed outin the claims.

A practical embodiment of the invention is represented in the accompanying drawings, forming a part of this specification,in which similar characters of reference indicate corresponding parts in both views.

Figure 1 is a plan view of the improvement, and Fig. 2 is a side elevation of the same.

The improved railway is provided with a single continuous track consisting of a station portion A, leading at one end to the lower end of the upwardly-inclined uptrack B and connecting at its other end with the terminal of the home stretch G, and between the top end of the uptrackB and the beginning-point of the home stretch '0 extends the intermediate track-section D. The station-section A appears built on the ground, while the uptrack B, the home stretch C, and the intermediate track-section D are shown supported on a framework E 5 but this partof the device is not material, as the continuoustraok may be located in a building built for the purpose. The intermediate track section D when viewed in plan, as shown in Fig. 1, appears in the form of the figure 8, and the uptrack B and the home stretch G appear parallel to each other and parallel to the longitudinal axis of the figure 8 or intermediate track-section D, the said uptrack B and home stretch C also appearing in vertical alinement with the sides of the loops D and D formingthe figure-S section D, as will be readily understood by reference to Fig. 1. p The beginningloop D of the intermediate or figure-8 section D is located directly above the end loop D leading to the upper end of the home stretch O, which latteris inclined downwardly to terminate in the station portion A. Now when cars travel over the track passengers in different cars can readily view each other while passing over the loops D' and D and the crossings thereof; but passengers in cars traveling at the same time over the loops D and D are practically hidden from each other. The station portion A of the continuous track is located outside the loop D to permit a convenient formation of the continuous track and to afford a desirable location for the station F to facilitate the embarkation and disembarkation of the-passengers.

The uptrack is provided with an endless propelling-chain G, having spaced crossed bars for engaging projections or arms depending from the bottom of a car or vehicle H, adapted to travel over the continuous track, and the said endless chain G is driven by a suitable mechanism from a power-house I, preferably arranged within the track, as indicated in the drawings, to save space. Now passengers desiring to enjoy a ride over the railway embark at the entrance side of the station A, and the car thus filled with passengers is pushed by an attendant to the bottom of the uptrack B, so that the endless chain Gr now engages the car and pulls the .same up the uptrack B, and finally the said chain disengages the car when reaching the uppermost point of the uptraok and the startingpoint of the descent at the beginning of the loop D. The car now runs by its own gravity over the intermediate track-section D and the loops thereof to finally pass down the home stretch 0 back onto the station portion A at the exit side thereof, so that the passengers can disembark from thecar, and as soon as the latter is emptied it is pushed to the entrance side of the station and the abovedescribed operation is then repeated.

It is understood that the intermediate section D and the home "stretch G are preferably provided with dips, as illustrated in Fig. 2, so as to render the ride more exciting.

By the arrangement described the cars continuously travel over the endless continuous track and very little time is lost by the IOO an intermediate track-section between the upper end of the uptrack and the startingpoint of the home stretch, the said intermediate track-section having in plan the form of the figure 8 and the middle members of the said intermediate track-section cross each other in difiere'nt horizontal planes, as set forth.

2. A railway having a continuous track, consisting of an uptrack, a home stretch leading back to the foot of the said uptrack, said uptrack and home stretch being approximately parallel, and an intermediate tracksection between the upper end of the uptrack and the starting-point of the home stretch, the said intermediate track-section having in plan the form of the figure 8 and the middle members of the said intermediate track-section cross each other in different horizontal planes, as set forth.

3. A railway having a continuous track,

consisting otan uptrack, a home stretch leading back to the foot of the said uptrack, and an intermediate track-section between the upper end of the uptrack and the starting-point of the home stretch, the said intermediate track-section having in plan the form of the figure 8 and the middle members of the said intermediate track-section cross each other aims in different horizontal planes, and the said uptrack and home stretch appearing in plan parallel one to the other at the extreme sides of the intermediate track, as set forth.

4. A railway having a continuous track, consisting of an uptrack having a level station portion at its lower end, a home stretch leading to the said station portion, and an intermediate track-section between the upper end of the uptrack and the starting-point of the home stretch, the said intermediate tracksection havingin plan the form of the figure 8, and the beginning and end loops of the said intermediate track-section being located one above the other in the same vertical plane and the middle members of the said intermediate track-sections cross each other in different horizontal planes, as set forth.

5. A railway having a continuous track, consisting of an uptrack having a level station portion at its lower end, a home stretch leading to the said station portion, and an intermediate track-section between the upper end of 'the uptrack and the starting-point of the home stretch, the said intermediate tracksection having in plan the form of the figure 8, and the middle members of the said intermediate track-section cross each other in different horizontal planes and the said station portion lying outside the intermediate section, as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

STEPHEN E. JACKMAN. 

